Variable-speed gearing.



G. w. WALTENBAUGH. Patented July l0, I900.

VARIABLE SPEED GEARING.

(Application filed. Oct. 13, 1899.) (No Model.) 2 Shaets8heet I.

I 12 1e -3 I3 WITNESEEE I NVENTDH W 4 QMMMQM THE Ncnms PETERS co.PHDTO-LKTNO" WASNWGTON. o. r

No. 653,632. Patented July l0, I900.

G. W. WALTE NBAUGH. VARIABLE SPEED BEARING.

. (Application filed. Oct. 18, 1899.)

(No Model.) 2 Sheets-Shani 2.,

WITNEE EE E W g NTTED STATES PATENT Crricn.

GEORGE W. WALTENBAUGH, OF SAN FRANCISCO, CALIFORNIA, ASSIGNOR OFONE-HALF TO JOSEPH M. OUGH, OF SAME PLACE.

VARIABLE-SPEED GEARING.

SPECIFICATION forming part of Letters Patent No. 653,632, dated July 10,1900.

Application filed October 18, 1899- Serial No. 733,509. (No model.)

To all whom it may concern:

Be it known that I, GEORGE W. WALTEN- BAUGH, a citizen of the UnitedStates of America, and a resident of the city and county of SanFrancisco, State of California, have in-- vented certain new and usefulImprovements in Variable-Speed Gearing, of which the following is aspecification.

My invention relates to mechanism for the to transmission of power andmotion.

One object of the invention is to provide a gearing capable of producingdifferent velocities and, applying power in different ratios, forwardand backward, from a single drivingshaft that may turn continuously inone direction. No counter-shaft is used in my invention.

A further object is to have the gearing so made that the part to bedriven thereby will be independent of it normally and may be instantlydisconnected from it and the source of power at the will of theoperator.

Reference is had to the drawings hereto annexed for a detaileddescription of my said improvement.

In the said drawings, Figure 1 is a sectional elevation of a gearingembodying one form of my invention applied to a driving-shaft the powerfrom which is transmissible through 0 the said gearing. Figs. 2, 3, 4,5, and 6 are cross-sections taken from correspondinglynumbered lines ofthe said Fig. 1 looking to the right in each instance. Figs. 7, 8, and 9are diagrams illustrating the operation of the said gearing underdifferent conditions.

The same reference-signs are employed to indicate the same partsthroughout the speci fication and drawings.

The letterA indicates a rotary shaft, which 0 is the driving-shaft abovereferred to and which may itself be driven by any suitable engine ormotor, the same supplying power to be transmitted by the gearing. Thisshaft may be rotated continuously in one direc- 5 tionfor instance, inthe direction indicated by the arrow placed on it in Fig. 1 of thisdrawings. It is made of two diameters, as shown in the said drawings,which represent it of increased size at the left end, assumed to :be theengine end of the said shaft;

but this is not an essential feature of my invention, as in practice thesaid shaft is made advantageously of one uniform size. For purposes ofillustration the said shaft A is also shown as being journaled inbearings B at the upper end of short standards C, rising from a base D.This construction is suitable; but here again it will be observed thatother bearings and supports therefor are within the purview of myinvention. All power furnished by the engine or motor running the shaftA is transmitted from it, and all motion imparted to the driven parts isreceived from it through the gearing, which is all on it, without theemployment and interposition of any counter-shaft or intermediate shaft,such as is used with other forms of power-transmitting mechanism andchangespeed gears. By thus eliminating useless or unnecessary shaftingand placing the entire gearing on the driving-shaft I make myinventionsimpler, lighter, less expensive, and much more compact than wouldotherwise be the case, and the same can truly be said to beself-contained.

E is a pinion which is keyed on the shaft A and revolves therewith whenthe latter is turning.

Next to the pinion E, to the right thereof on shaft A, is placed asleeve F, that fits 8o loosely on the said shaft and is provided with aseries of radial arms or spider G, forming an integral part of it andcarrying spurgears H, in mesh with the said pinion.

The spur-gears H are mounted on screwbolts I, passing through theseveral extremities of the spider G, and are normally freeto revolvethereon, being thus adapted to turn both on their own axis and also in avertical circle having a common center with the pin- 0 ion E anddriving-shaft A. Four spur-gears H are employed in the form of myinvention described in these presents, as indicated in Fig. 4 of thedrawings, this being considered the best number to employ to secureperfect 5 equipoise and produce the best results. Nevertheless thenumber of the said gears may be varied. One spur-gear H would besulficient to carry out the purposes of my invention, and it willtherefore be understood that I contemplate the use of any suitablenumber of such gears without restricting my invention to any particularnumber, whether one, two, three, four, or more.

Over and around the spur-gears H is placed a barrel or drum J, providedwith an internal gear-wheel K, engaged by the said spurgears. Thisbarrel extends out both to the right and to the left of the spur-gearsH. On the right it is made to cover one side of these gears, with theirpivots, the spider G of the sleeve F, and a further portion of the saidsleeve, on which is fitted loosely a diminished portion or neck L of thesaid barrel. On the left the said barrel incloses a plate M and afriction-clutch N. The plate M has a suitable aperture in its center,through which the shaft A passes, and it is so fitted behind the clutchN in the barrel J as to completely cover the left side of the pinion E,spur-gears H, and internal gear K therein. Thus, as will be observed,looking at Fig. 1 of the drawings, all the gearing within the saidbarrelJ is properly housed and confined and well situated for purposesof lubrication, the same being made usually to run in oil, which ispoured into the barrel and is thrown out by centrifugal force to thecircumference thereof and distributed by the several gears as they arerolling around. It will further be observed that both the barrel J andsleeve F are geared with the driving-shaftA, and also one with theother, through the medium of the internal gear K, spur-gears II, andpinion E.

Besides being geared or connected indirectly with the shaft A and sleeveF thereon, as above described, the barrel J is also directly connectiblewith the said shaft through the agency of the friction-clutchhereinbefore referred to as being within the left end of the saidbarrel. This clutch, as represented in Figs. 1 and 2 of the drawings,consists of a pair of half-rings N N, running around close to the innersurface of the barrel J and united at diametrically-opposite ends by aplate 0, fastened to or made integral with one of their edges and havinga hub P in its center, through which the shaft A passes. The hub P iskeyed on the shaft A. As will be seen in Fig. 2, one of the half-rings Nbegins at one end of the plate 0 and the other half-ring begins at theother end of 0, each ending near where its mate commences. The pair ofhalf-rings thus forms, with the plate, a circle that is parted at twoplaces and the halves of which are held together by a crosspiece. Theseparts are fitted so that they can turn with the shaft A independently ofthe barrel J when they are not forced out of their circle; but whenforced out or expanded the half-rings N will bind against the innersurface of the barrel and cause the latter to turn with them and withthe plate 0 and shaft A through frictional adherence. The barrel willthen be coupled or connected to the shaft and will revolve therewith atthe same rate of axial speed and in the same direction. The half-rings Nare spread apart whenever it is desired to have the shaft and barrelturn together in this way by means of two levers Q, located at the endsof the plate 0, where the said levers are each held by a pivot-pin R,passing through the said plate and through a lug S, formed on the edgeof each half-ring and projecting inwardly from the same. The short armsof the levers Q bear against the loose ends of the half-rings N andtheir long arms rest on opposite sides of a conical collar T, placed onthe shaft A and adapted to slide thereon. Small bolts U, passed throughthe said long arms of the levers Q and having their heads against thesides of the collar T, are provided to avoid direct contact between thesaid collar and leverarms, and the same are used also to throw out thesaid levers farther apart as the halfrings N become worn by frictionagainst the inner surface of the barrel J. The collar T can be moved toand fro on the shaft A either to drive the cone part thereof in betweenthe long arms of the levers Q or to withdraw it therefrom through theagency of a hand-le ver V, fulcrumed on a shaft W, journaled in bearingsX on the base D. The lever V has attached to it a suitably-curved blockY, fitted in a peripheral groove Z of the said collar and operating toshift the latter when the lever is swung either to the right or to theleft. Moving in the collar T by placing the hand-lever V in the positionrepresented in Fig. 1 causes the long arms of the levers Q to swingoutward, and consequently forces the short arms thereof against theloose ends of the half-rings N, which on spreading apart come intofrictional contact with the inner surface of the barrel J, with theresult hereinbefore indicated. Moving out the collar by pushing thehand-leverin the opposite direction causes a reverse movement of thelevers Q by allowing the half-rings to spring back to their normalposition, and the barrel J is again uncoupled from the drivingshaft. Theabove-described friction-clutch isa known form of clutch, and it istherefore understood that I do not claim the same per se, but only asone of the mechanical elements that go to make up my invention.Nevertheless I do not-restrict my invention to a combination of elementsof which the clutch described must be a necessary part, as the samecould easily be replaced by some other clutch of difierent kind or typewith: out afiecting the operativeness of the combination.Myinventioncomprehendsanysuitable clutch that will establish aconnection between the barrel J and rotary shaft A and cause them toturn together, by friction or otherwise, whenever it is applied. Theapplication of the clutch, it is to be noted, also brings about therotation of the spur-gears H and sleeve F, not independently, but in thesame direction and at the same rate of axial speed as the shaft andbarrel, because the pinion E and internal gear-wheel K exert then equalpower on opposite sides of the ICC said spur-gears and all become lockedtogether, moving as one body with the shaft at the full speed thereof inthe manner indicated in the diagram Fig. 7. This is the fast movement ofthe gearing.

Although geared with the driving-shaft A and also connectible therewithby the clutch N, the barrel J is completely independent of the saidshaft in this sense, that it may remain stationary while the shaft is inrotation, owing to the spur-gears H, in mesh with the pinion E, beingable to turn around the internal gear-wheel K, in which case the sleeve.F will be made to revolve within the said barrel at such speed as thesaid spur-gears which it carries will roll around the said internalgearwheel, the spur-gears turning on their own axis oppositely to thepinion and also moving in a body together in the same direction as butwith less speed than the pinion and shaft, all as indicated in thediagram Fig. 8. We then have a slow movement of the sleeve and gearingwithin the barrel, which with the sizes of gears illustrated iscalculated to be about five and one-fifth times slower than that of thedriving-shaft. The barrel J is held in fixed position to bring aboutthis result by means of a brake (shown in Figs. 1 and 3) and consistingof wooden shoes numbered l, bolted to a strap or band 2 and placed in acircumferential groove or depression of the said barrel within avertical flange thereof, (indicated by the reference-numeral 3.) Thestrap 2 is tightened or loosened, as may be required to apply orwithdraw the brakeshoes1 ,bya screw-rod 4, fitted in lugs or bearings 5on the base D and passed through eyes 6, formed in the ends of the saidstrap. The ends of the strap 2, with the eyes 6 thereof, are within twoof the lugs or bearings 5, where an external screw-thread 7, formed onthe rod 4, engages a corresponding internal thread in one of the saideyes. The rod 4 has nuts 8 on one end to assist in keeping it in properposition and at its other end the said rod is provided with a lever 9,which is connected by a link or bar 10 with another lever 11, secured toan extension of the shaft W of the hand-lever V, previously described.(See Figs. 1, 2, and 3.) Booking the screwrod in one direction throughthe system of levers thereto connected operates, it will be understood,to tighten the strap by screwing in one of its ends, thereby applyingthe brakeshoes 1. Rolling the said rod in the opposite direction screwsout the same end of the strap and withdraws the brake-shoes. Thescrewthreads on the rod and in the eye of the strap engaged thereby areso formed and the several levers are so connected that the strap istightened and the shoes applied to the barrel J when the hand-leverVispushed to the left. When, on the contrary, the lever Vis pushed to theright,it releases the barrel by slackening the strap,and consequentlyremoving the brake-shoes. Thus it will be seen that for applying thebrake the lever V is handled the reverse from what it is in applying theclutch N, or, rather, that when it is pushed to the left to put on thebrake it leaves the clutch in an inoperative or inactive position,whereas when pushed to the right to work the clutch it takes off thebrake. This arrangement, it Will be observed, not only simplifies theoperation of the mechanism in that only one hand-lever need bemanipulated, but it also makes it impossible for the operator throughinadvertence or other cause to work the clutch and brake so that onewould interfere with the other.

The above-described brake will be found very suitable for holding thebarrel J in the manner and for the purpose set forth. However, I may useother forms of brakes in this connection without overstepping the boundsof my invention, and I therefore reserve the right to use any form ofbrake or other suitable means for keeping the barrelJ fixed, and therebycausing a slow movement of the set of gears and sleeves therein in thesame direction as the higher-speeded driving-shaft.

Like the barrel J the sleeve F can be held in a fixed positionthat is,while the said barrel is freein which case the spur-gears H, carried bythe spider G, cause the internal gear-wheelK, and hence the barrel, torevolve in the same direction as themselves, or oppositely to the pinionE and shaft A, as the arrows indicate in the diagram Fig. 9. The barrelthen moves backward as compared with the direction in which it runs whenit is coupled with the shaft A-that is to say, in a reverse direction.This back or reverse movement of the barrel is also a slow movement, thespeed being at the rate the spurgears H will cause the internalgear-wheel to revolve, which with the size of gears illustrated isone-fourth the speed of the shaft A, the latter making four turns foreach revolution of the barrel. The sleeve F is held fast, wheneverrequired, preferably by a footbrake consisting of shoes 12, attached toa strap or band 13 and laid between vertical flanges 14 of a brake-wheel15, fastened, for example, by countersunk screws 16 to the outer end ofthe said sleeve. One end of the strap 13 is attached to a rod l7,passingthrough lugs 18 on the base D, and the other end of the said strap ispivot-ally connected-for instance, by a bolt or pin 19to a foot-lever20, fulcrumed on a rod 21, similar to the rod 17, and similarly passedthrough lugs 22 on the said base.

I have arranged to transmit the power from the shaft A through thegearing aforedescribed to a sprocket wheel 23, loosely mounted on thesleeve F between the brake-- wheel 15 and the diminished end of thebarrel J, and connectible at will with either the said barrel or thesaid sleeve by means of clutches, several forms of which can be used.

To connect the sprocket-wheel 23 with the barrel J in the form of myinvention herein disclosed, I have provided the left side of said wheel,as shown in Figs. 1 and 5, with projections 24 and interveningdepressions or spaces 25, which engage with similar projections andintervening depressions or spaces on the adjacent side of a collar 26,feathered on the neck L of the said barrel. The collar 26 is moved toand from the sprocket-wheel by a hand-lever 27, engaging a peripheralgroove 28 in the said collar and pivoted at 29 on the base D, the samebeing fitted and working as is usual with the form of clutch hereemployed. A somewhat-difierent form of clutch is used for coupling thesprocketwheel 23 with the sleeve F, the latter-named clutch consistingof a collar 30, loosely fitted on the right-hand end of the shaft Aandhaving reciprocating pins or locking members 31, square incross-section and passing through grooves or holes of same shape formedpartly in the sleeve F and partly in the brake-wheel 15 andsprocket-wheel 23 thereon, as shown in Figs. 1 and 6. This clutch ismoved by a lever 32, pivoted at 33 on the base D and engaging in theusual way a peripheral groove 3k in the collar 30. The lever 32 isconnected by a link or bar 35 with the handlever 27 of the other clutchon the opposite side of the sprocket-wheel23, so that only one leverneed he used to apply either clutch to the sprocket-wheel, and but oneclutch can be applied to the latter at any one time. The several partsare so arranged that neither clutch is applied, and the sprocket-wheelconsequently remains free when the levers are in a vertical position;but pushing the handlever 27 either to the left or to the right applieseither clutch to the sprocket-wheel 23. Thus pushing it into theposition represented in Fig. 1that is to say, to the left-applies theclutch 30 on the right of the sprocketwheel. To push it in the oppositedirectionto the rightwould withdraw the clutch 30 and apply instead theother clutch on the left.

The sprocket-wheel 23, which, as we have seen, receives its motion fromeither the barrel J or the sleeve F, according as it may be coupled toeither, will in turn communicate the motion to any object that it may beconnected with to turn or move, as willbe readily comprehended. Forexample, it will drive a carriage if connected by a chain to anothersprocket-wheel secured to the axle for the driving-wheels or to the reardrivingovheels of said carriage. It will likewise run a car with asimilar or other suitable form of powertransmitting connection, or alaunch by connection with its propeller-shaft, or a tractionengine forroad-hauling or plowing, or a motor-truck, &c. Y

My invention has a wide range of application. Speaking generally, it maybe said to be applicable to many difierent types of land and waterconveyances, to engines, shafting, and machinery, and to the hauling,raising, or lowering of loads, whether light or heavy.

Supposing my invention to be applied to an automobile, its operationwill be as follows: First, assuming the driving-shaft A to becontinuously running, if we place the levers V and 27 in their verticalor neutral position with the clutches and brakes oil? it will be seenthat only such parts as are keyed to the driving-shaft and thoseimmediately dependent thereupon are turning with it. The sprocket-wheel23 is completely at rest, and so is the automobile. Secondly, if it bedesired to go forward and all conditions are favorable for high-speeddriving, then by pushing the lever V to the right and the lever 27 tothe left, both in the positions given them in Fig. 1 of the drawings,the expansion-clutch will be applied to the barrel J, connecting itdirectly and positively with the driving-shaft, the clutch 30 will becoupling the sprocket-wheel 23 with the sleeve F, and since we have seenthat when the expansionclutch is applied all the parts of the gearingbecome locked together and all move about and with the shaft A, asindicated in the dia gram Fig. 7, the sprocket-wheel 23, coupled withthe said sleeve, will also be moving with the other parts in the samedirection and at the same rate of speed, which is that of thedriving-shaft. The automobile will then be driving at full speed. It isto be noted that the same effect would be produced by coupling thesprocket-wheel 23 with the barrel J in place of the sleeve F, since allthese parts move together in the same direction, in which case the lever27 would be pushed to the right instead of to the left. I deem itpreferable, however, to use the clutch 30 in this instance and couplethe sprocket-wheel 23 with the sleeve F in the manner illustrated, owingto certain mechanical advantages that are gained thereby. Thirdly, if,on the contrary, it were desired to start at a moderate speed orconditions were such as to compel travel at a slower rate of motion-forinstance, when ascending a grade or hauling a heavy load, conditionsthat render it advisable to sacrifice speed for a gain of powerthen thelever V is to be worked diEerently. In such case the lever V is pushedto the extreme left to take the expansion-clutch off the inner surfaceof the barrel J and apply' the brake to the external surface thereof,and the lever 27 is also pushed to the left to couple the sprocket-wheel23 with the sleeve F. The barrel J being then held stationary, thepinion E will cause the spur-gears H to roll forward around the internalgear K in the direction indicated by the upper arrow in the diagram Fig.8, and thereby force the sleeve F, through its spider G, to turn also onthe shaft A, with the sprocket-wheel 23, in the same direction as thesaid shaft, but with slower motionthat is, the motion of the sleeve towhich the sprocket-wheel is coupled and of the spur-gears in theircircular movement within and around the barrel. Fourthly, whenever it isrequired to reverse the movement or move backward, whether to get out ofa hole or to clear an obstruction, &c., the

esaese a lever V is kept vertical or in its neutral position, so thatneither the expansion-clutch nor the brake may be applied to the barrelJ, which thus remains free to turn. Next the foot-brake is applied, soas to hold the sleeve Fstationary, and finally the lever 27 is pushed tothe right in order to couple the sprocketwheel 23 with the neck L of thebarrel. The several parts of the gearing will then move as indicated inthe diagram Fig. 9, with the barrel revolving oppositely to thedriving-shaft, since the spur-gears H in that case are allowed torevolve only on their own axis, owing to the sleeve and its spider beingheld sta tionary, and the barrel is forced to turn back by the internalgear-wheel K through the action thereon of the said spur-gears. Thesprocket-wheel 23 having been coupled to the neck or diminished portionof the barrel turns back with it. This reverse movement of thesprocket-wheel and barrelisequal to the movement of the internalgear-wheel K as the same is caused to revolve by the spurgears H held onthe extremities of the spider G of the sleeve F,which is kept fromrotating by the foot-brake.

The directions how to handle the two handlevers and the foot-lever tobring about the several results aforesaid may be briefly summarized asfollows, to wit: To go ahead at full speed, push the hand-lever V to theright and the lever 27 either to the right or to the left, butpreferably to the left, so that the two said levers will be pointed orinclined toward each other, as in Fig. 1 of the drawings. To slow downor go ahead at a reduced or moderate speed, have both levers V and 27inclined to the left. To back up, keep the lever V upright or in itsneutral position, push the lever 27 to the right, and apply thefoot-brake. To stop or stand still while the driving-shaft. is running,have the levers in their neutral positionthat is, vertical.

As will be understood, the different movements or speeds above spoken ofand of which my improved gearing is capable will vary according to thenumber of revolutions of the driving-shaft per minute, the relativediameter and number of teeth of the pinion, spurgears, and internalgear-wheel connected with the said shaft, and the size of thesprocketwheel and its ratio to the connecting-wheel on the automobiledriven thereby. It is an easy matter then to make the gearing and drivethe shaft so as to gain the very highest speed for the vehicle-say fortymiles an hour and upwardas well as to obtain various degrees of lowerspeed both forward and back ward.

The above-described gearing, it will be ob served, is adapted totransmit power and motion from a single shaft forward and backward andat three different speeds without in any way altering the rate ofmovement of the said shaft, its engine or motor, or reversing the same.It provides for two velocities in one direction and another velocity inthe opposite directionthat is to say, gives either full or slow speedahead, at choice, and slow speed backward-while the single shaftkeeps onrunning continuously in one and the same direction. At the same time thedriven wheel is so located with relation to the gearing that it may beconnected to and disconnected from the source of power in an instantthrough the said gearing. It can be connected either before or after thegearing is set in motion and can be disconnected instantaneously withoutstopping either the shaft or gearing. There is no further transmissionof power after disconnection of the wheel from the gearing, which thenbecomes loose, and the carriage or engine or machinery that was drivenby it can be quickly brought to a stop, though the shaft be running. Thepower simply remains at hand and is available again at any time eitherto resume movement in the same direction as before or the reverse, asmay be desired.

Having now described my invention, what I claim, and desire to secure byLetters Patent of the United States, is 1. A variable-speed gearingconsisting of a fixed pinion, on a rotary shaft, combinedwith a sleeveloosely mounted on said shaft and geared with said pinion, a barrelhaving an 9 internal gear-Wheel in mesh with the gear of said sleeve,means for positively connecting said barrel with said shaft so theywillturn together, a loose wheel, and means for coupling said loosewheel to said sleeve, substantially as described.

2. A variable-speed gearing comprising a pinion keyed on a shaft thatmay run continuously in one direction, a sleeve loose on said shaft,geared with said pinion, a barrel provided with an internal gear-wheelmeshing with the gear of said sleeve, means for connecting said barreldirectly with said shaft and causing it to turn in the same direction, aloose wheel, and means for coupling said loose wheel to said barrel,substantially as de scribed.

3. A fixed pinion on a rotary shaft, com bined with a sleeve geared withsaid pinion and loosely mounted on said shaft, a barrel having aninternal gear-wheel engaging the gear of said sleeve, means for rigidlyconnect ing the rotary shaft with said barrel, a loose wheel, and meansfor coupling said loose wheel either to the sleeve or to the barrel,substantially as described.

4. The combination, with a rotary shaft, of a pinion fixed thereon, asleeve loosely mounted on said'shaft and carrying one or more spur-gearsin mesh with said pinion, a barrel loosely mounted on said sleeve andhaving an internal gear-wheel meshing with said spurgear or spur-gears,a clutch for coupling said barrel to the rotary shaft, a wheel loose onthe sleeve next to the barrel thereon, and

means for coupling said loose wheel either to the barrel or to thesleeve, substantially as described.

5. The combination, with a single drivingshaft that may turncontinuously in one direction, of a loose sleeve and a loose barrelgeared with each other and with said shaft, a loose wheel, means forcoupling said loose wheel with either the said sleeve or the saidbarrel, and means for positively connecting the shaft and barrel tocause them to turn together in the same direction, substantially asdescribed.

6. The combination, with a single drivingshaft that may turncontinuously in one direction, of a loose barrel and a loose sleevegeared with said shaft and with each other, a loose wheel, means forcoupling said loose wheel with said sleeve, and means for holding saidbarrel stationary while the shaft is turning, substantially asdescribed.

7. The combination, with a single drivingshaft that may turncontinuously in one direction, of a loose sleeve and a loose barrelgeared with each other and with said shaft, a loose wheel, means forcoupling said loose wheel with said barrel, and means for holding saidsleeve stationary while the shaft is turning, substantially asdescribed.

8. The combination,with arotary shaft, of a pinion fixed thereon, asleeve loosely mounted on said shaft and carrying one or more spurgearsin mesh with said pinion, a barrel loosely mounted on said sleeve andhaving an internal gear-wheel engaged by said spurgear or spur-gears, aloose wheel, means for coupling said loose wheel with the sleeve, and abrake for holding the barrel with its internal gear-Wheel stationarywhile the other gears and shaft are turning therein, substantially asdescribed.

9. The combination,with a rotary shaft, of a fixed pinion thereon, asleeve loosely mounted on said shaft and carrying one or more spurgearsin mesh with said pinion, a barrel loosely mounted on said sleeve andhaving an internal gear-wheel engaged by said spurgear or spur-gears, aloose wheel, means for coupling said loose Wheel with said barrel, and abrake for holding the sleeve stationary while the barrel and internalgear-wheel revolve around its spur-gear or spur-gears oppositely to theshaft and pinion, substantially as described.

lO. A variable-speed gearing consisting ofa fixed pinion on-a singledriving-shaft that may run continuously in one direction, a sleeveloosely mounted on said shaft next to said pinion and carrying a set ofspur-gears meshing with the same,a barrel loosely mounted on said sleeveand having an internal gearwheel engaged by said spur-gears, a sprocket-Wheel loosely mounted on said sleeve next to said barrel, a clutchadapted to couple the barrel with the driving-shaft, a brake applicableto the barrel, a brake applicable to the sleeve, and clutches forcoupling the loose wheel with either the barrel or the. sleeve,substantially as and for the several purposes described.

Signed by me at San Francisco, California, this 3d day of October, 1899.

GEORGE W. WALTENBAUGII.

Witnesses:

J. M. OUGH, A. H. STE. MARIE.

